Engine.



Patented 14 1,13, moo.

A. BALL & T. OFFICER.

ENGINE.

. (Application filed Mar. 22, 1900.)

2 Sheets-Sheet I.

(No Model.)

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F10. 66!,685. r Patented Nov. l3, I900.

A. BA-LL &. T. OFFICER.-

E N G I N E (Application filed Mar. 22, 1900.)

(No Model.)

2 Sheets-Shaet 2.

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UNiTED i STATES PATENT QFFICE.

ALBERT BALL AND THOMAS OFFICER, OF CLAREMONT, NEW HAMPSHIRE, ASSIGNORS TO THE SULLIVAN MACHINERY COMPANY, OF SAME PLACE AND CHICAGO, ILLINOIS.

ENGINE.

SPECIFICATION forming part of Letters Patent No. 661,685, dated November 13, 1900.

To all whom it may concern:

Be it known that We, ALBERT BALL an THOMAS OFFICER, residents of Claremont,

in the county of Sullivan and State of New 5 Hampshire, have invented a new and useful Improvement in Engines; and we do hereby declare the following to be a full, clear, and exact description thereof.

Our invention relates to direct-acting fluidpressure en gines-such, for example, as those employed for operating drills or other recip rocaling tools; and it has for its object to, provide a simple, inexpensive, and efficient means for so governing the speed of travel. of the piston when the tool operated by it is doing no work as to avoid danger of injury to the engine and either injury or serious discomfort to the user.

we have devised means actuated by live fluid" at approximately normal working pressure to control the speed of the main piston either by throttling the supply of live fluid to the cylinder of the engine at some point in its course to the main cylinder or by controlling the operation of the main valve, the distinguishing characteristic being the utilization of the governing fluid at approximately normal working pressure.

The fluid employed for operating the engine embodying ourinvention may be steam, air, or other gas under pressure; but for convenience of description we shall designate the operating fluid as air, that being the agent most commonly employed in engines of this character.

It is well known that compressed-air or steam engines employed for actuating drills in 'mining operations are more satisfactory in operation and are more economical in the use of the actuating fluid employed if some automatic means be employed for preventing the racing of theengine when the drill meets no obstruction to its forward movement. means is set forth in Patent No. 603,358, granted to the Sullivan Machinery Company May 3, 1898, as assignee of Albert Ball, wherein an auxiliary valve is operated by the air compressed in front of the piston, so as to control the how of live air to the cylinder. In Patents Nos. 615,234 and 615,236, granted to the Sullivan Machinery Company Decem- Applioation filed March 22, 1900. Serial No. 9,677. (No model.)

her 6, 1898, on applications filed by us, are set forth other means for regulating and governing the operation of the pistons of engines of the type to which our present invention pertains. Many of the features of construction shown in the accompanying drawings are fully set forth in the above-mentioned patents, and reference may be had thereto for a detailed description of parts not specifically described herein.

In the accom panying drawings, Figure l is a vertical longitudinal section of a direct-acting engine embodying one form of our invention. Fig. 2 is a plan View of the cylinder of the engine with the air-chest and main governing-valve removed to show the ports. Fig. 3 is a view of the engine, partially in section and partially in end elevation, the airchest and main valve being omitted. Fig. 4 is an end elevation of the main frame orcasting, the end plate being removed. Figs. 5 and 6 are respectively a front and a side elevation of the reversing-valve. Fig. 7 is a View similar to Fig. l, but embodying a modified arrangement of governing device. Fig. 8 is an end elevation of a portion of the main frame or casting shown in Fig. 7, the end plate being removed. Fig. 9 is a view, partially in end elevation and partially in section, of an engine embodying a modification of our invention. Fig. 10 is a side elevation of the rear end portion of the engine shown in Fig. 9. Fig. 11 is a view similar to Figs. 1 and 7, but embodying a modified form of governing device.

Referring now particularly to Figs. 1 to 6, inclusive, the piston rod or stem 1, to the outer end of which is attached the drill or other tool to be operated, is reciprocated by a piston-2, operating in a cylinder 3 in the usual manner. The piston 2 is provided with a nut, with which engages a rifle-bar 4, having on its outer end a pinion 5, the bar and its pinion being given a rotary niotion in the one direction or the other as the piston is reciprocated by the fluid-pressure exerted against its respective ends. Live air is admitted to the air-chest 6 through a port 7, and its passage from the chest 6 to the main cylinder 3 and from the cylinder to the main exhaust-port is controlled by the differential piston 8, this With this end in view Sucha piston being rigidly connected to the main valve 9, which directly controls the passage ment of the piston when the tool operated by it is doing no work, and therefore when it has of air through the inlet ports or passages made a forward stroke of greater length than 70 and 11 at the rear end of the cylinder, the it would make if resistance were offered to 5 inlet port or passage 12 at the front end of its movement, we provide a passage 30, lead the cylinder, the exhaust ports or passages ing from the chamber 22 to the space behind 13 and 14 at the rear end of the cylinder, and a differential valve 31, the smaller end of the exhaust ports or passages 15 and 16 at the which is movable into the live-air passage 12, 75 front end of the cylinder. The main exleading to the front end of the cylinder 3.

to haust, with which the exhaust-ports from the When the reversing-valve 28 is carried to the front and rearends of the cylinder are put in position indicated in Fig. 3 by reason of this communication by means of the valve 9, is extreme forward movement of the piston the shown at 17. opening to the passage 30 is uncovered, and 80 In orderto provide for the compression'of live air is therefore admitted behind the dif- 25 air in the front end of the cylinder after the ferential valve 31; and the latter is thereby piston passes the exhaust-port 15, and thus forced into the passage 12 a sufficient discushion the piston, we provide a check-valve tance to throttle the infiowing air. After the 18, this valve being so located in the inletreversing-valve 28 is moved a sufticient dis- 85 passage 12 that it will be easily raised from tance in its reverse direction to shutoff com- 20 its seat when the live air is admitted to the munication with the passage 30 the compassage 12, but prevent any flow of air in the pressed air behind the valve will leak out opposite direction. through a small vent-hole 31.

The construction of the ports 10 and 11, We employ a ditferential valve as a gov- 90 whereby the piston is given a quick initial erning-valve, since it is intended to throttle movement, and the character of the port 20 the live air and is actuated by air at approxi-' in the valve 9, whereby the piston is caused mately the same pressure. The inner end of to have a slow backward movement, are fully the valve 31 maybe provided with a projectset forth and claimed in the patents hereining pin 31*, as indicated, the length of which 95 before referred to. i will be determined by the amount of throt- The space 21 behind the large end 8 of tling it is desired to effect by the valve, since the piston S is in communication with the this pin serves to limit the inward movement chamber 22, formed at the rear end of the of the valve. cylinder 3 by a cap-plate 23, through a pas- Y Referring now to Figs. 7 and 8, the several IOO sage 24 and a port 25, the latter being located parts in so far as they do not differ from the in an adjustable plate 26, the spring-arms 26 parts shown in the preceding figures will be for adjusting this plate and the function of designated by the same reference-numerals, said parts being fully set forth in the aboveand the description heretofore given of the mentioned Ball and Officer patents. same in connection with the other figures may 105 A passage 27 supplies air at the normal be therefore applied to the construction here working pressure from the air-chest 6 to the illustrated. The onlydifference between the chamber 22, and this pressure is exerted in construction here illustrated and that shown the space 21 until the reversing-valve 28 is in the preceding figure resides in the location moved a sufiicient distance to cover the port of the governing-valve 32, this valve in the 110 25, this movement of the reversing-valve bepresent case being located in the passage 11,

ing efieeted by the pinion 5, which meshes leading to the rear end of the cylinder 3, and

with the rack 29 on the upper edge of the therefore serving to control the live airintrovalve. duced for the purpose of giving the piston its When the return stroke of the main piston forward stroke. The valve 32 is preferably 115 is completed and the reversing-valve is corof the difierential type and may be of the respondingly moved so as to cover the port sameconstruction as that employedin connec- 25, the groove 28 in the valve 28 will bridge tlon with the construction shown in Figs. 1 to the ports 26 and 26 in the plate 26, and the 6. The passage 30, leading from the chamair-pressure will be exhausted from the space ber 22 to the valve 32, is opened and closed by 120 21 through the passage 21, the said ports and substantially the same means and in the same groove, and the passage 21". The pressure in manner as the corresponding passage leading the space 21 will be sufficient to maintain the" to the valve 31 in the construction already depiston Sin the position shownin Fig. 1 until the scribed. airis exhausted from said space,and when this The construction shown in Figs. 9 and 10 I25 actiontakesplace theliveairenteringthrough is the same as that shown in the preceding the port 7 will throw the piston, and with it figures and hereinbefore described except as the valve 9, so as to reverse the piston 2. It regards the regulatingmeans, and such means will be readily seen that, as shown in Fig. 1, only will therefore be now described. Inthe piston has reached the forward limit of stead of locating the governing-valvein either 130 its stroke and the parts are in position to adthe live-air passage leading to the front end mit air to the front end of the cylinder and of the main cylinder or in that leading to its return the piston to its rear end.

In order to provide for a slow return moverear end we locate it in the exhaust-passage 21, leading from thecylinder or space '21 to the reversing-valve 28. The governing-valve 32 is preferably of the differential type and is operated by live air admitted behind the same through a passage 40, the inlet end of which is uncovered when the reversing-valve is in one of its extreme positions, as is indicated in Fig. 9.

In Fig. 11 we have shown a construction whereby the governing-valve throttles the live air before it reaches the chest 6. The construction shown in this figure is the same as that shown in Figs. 1 and 7 except that the governing-valves shown in those figures are omitted, and the passage 30 from the chamber 22, through which the live air passes for operating the governing-valve, is of different length and location from the corresponding passages in the constructions already described. It will be understood, therefore, that the description heretofore given is applicable to the structure here shown and may be read in connection with this figure in so far as the construction is not modified in the manner to be now described. Adjacent to the inlet-port '7 we locate a cylinder 33 and in this cylinder place a differential valve 34,the smaller end 35 of which projects into the passage 36, leading from the inlet-port 7 to the chest 6. A small vent-opening 37 is provided at the front end of the cylinder 33, and a similar vent-opening 38 is provided at the rear end. In order to limit the inward movement of the valve 34., we may employ a stop 89 in the form of a set-screw, this screw being moved in or out in accordance with the amount of throttling desired. Obviously a different form of stop might be employed, or the end of the part 35 might be partially cut away, so that it would be impossible to entirely close the inlet-passage. When air is admitted through the passage 30 into the cylinder 33 behind the valve 34, the latter will obviously be projected so as to partially close the inlet-passage, and thus reduce the speed of the piston. With this arrangement it is obviously possible to so apply the throttling action that the retarding of the piston may be effected either in its rearward or in its forward movement, as may be desired, or

the arrangement maybe such that the piston.

will be retarded in both its forward and rearward movements.

It will be readily seen that each of the modifications shown and described embodies means for governing the movement of the piston when its speed tends to increase by reason of the fact that the tool operated by it is doing no work. It will also be seen that in each case the increased length of travel of the piston causes the reversing-valve to uncover a port and passage leading from a chamber containing air at approximately the pressure employed in operating the piston and that this air is utilized to so actuate a governing-valve as to throttle the air supplied to the main cylinder for operating its piston.

The form and location of the parts utilized in practicing our invention may obviously be varied from what is specifically shown and described, and we therefore desire it to be understood that our invention is not limited in these respects except in so far as limitations are-specifically embodied in the claims.

What we claim as our invention, and desire to secure by Letters Patent, is-

1. In a direct-acting, fluid-pressure engine, the combination with a cylinder provided with inlet and exhaust ports, of a main valve for controlling the same, a piston working in said cylinder and governing means actuated by fluid at approximately normal working pressure to control the movement of the piston when it tends to exceed its normal speed.

2. In a direct-acting fluid-pressure engine, the combination with a cylinder provided with inlet and exhaust ports, of a main valve for controlling the same, a piston workingin said cylinder and governing means actuated by fluid at approximately normal working pressure to throttle the fluid supplied to the cylinder when the piston exceeds its normal stroke.

3. In a direct-acting, fluid-pressure engine, the combination with a cylinder provided with inlet and exhaust ports, of a main valve for. controlling the same, a piston working in said cylinder, a differential valve for throttling the supply of fluid to the cylinder and means for supplying actuating fluid at approximately normal'working pressure to said valve when the piston exceeds its normal stroke.

4. In a direct-acting, fluid-pressure engine, the combination with a cylinder provided with inlet and exhaust ports, of a main Valve for controlling the same, a piston workingin said cylinder, a governing-valve for throttling the live fluid supplied to said cylinder and means for applying live fluid at approximately normal working pressure to said governing-valve to positively actuate the same when the piston exceeds its normal stroke.

5. In a direct-acting, fluid-pressure engine, the combination with a cylinder provided withinlet and exhaust ports, of a main valve for controlling the same, a piston working in said cylinder, at governing-valve for throttling the live fluid supplied to said cylinder, a chamber in open. communication with the main air-chest and containing a reversingvalve, and a passage leading from said chamber to the governing-valve chamber, said passage being uncovered by the reversingvalve when the piston exceeds its normal stroke.

In testimony whereof we, the said ALBERT BALL and THOMAS OFFICER, have hereunto set our hands.

ALBERT BALL. THOMAS OFFICER. Witnesses:

FRANK A. BALL, JOHN H. OossITT.

IIO 

